Stop mechanism for trains.



D. A. TRACY.

SIOP MECHANISM'FOR TRAINS. APPLICATION FILED JULY 91 1 215.

1,177,1 54. Patented Mar. 28, 1916.

7? 5s, l a/rulei/ M702 6)", w 173 mg W 'mE COLUMBIA PLAQJMRAPH :0 WASHINGTON, D. c.

25 f v and; the wheels of the ears attached to the 1o 55 1 ia gontrollectinits passage-to thelocomotive a barren erases rarnnr onnion.,,

DANIEL A. TRAGY, or BUFFALO, new YORK-- To all whom it may concern: M

Be itknown' that I, DANIEL A Tenor, citizen of the United States, residing at Bufi a'lo, in the county of Erie and State of New York, have invented certainnew and useful Improvements in Stop Mechanism for Trains, of which the following. is a specification, My invention relates to improvements stop mechanism for trains; the primary object beingv to automatically set the brakes against the wheels of the cars and locomotive of the train and also automatically shut oil-the steam 03E- aotua tionot the throttle valve in the 1ocornoti-ve.-

A further object of my invention is to provide ineans. adjacent one of the railsof a traelzwhich may be actuated in conjun'c tionwith a semaphore or iii-conjunction with mechanism for setting a switch, and which means is adaptedto cause thesteam to be shut oil from the loco1notive cylinders and is also adapted to cause the air brake system to be brought into action for applying the brakes to the wheels of the locomotive comotive; a

A furtherobject of my invention is to provide means alongside the track renlnir ing a companatively short movement, and to equip the loc'omotive'with mechanismwhere by said movement is applied toapart of the brake system, and also whereby said m'oveniemzais applied to the throttle valve in greater proportion; ,v r .5 "ll further objects are to provide a comparatively simple appliance capable of being. used in 'connection with any common form of locomotiveequipped with air-bra ke mechanism, on without the same.

l'Viththese and other objects" in vi'emthe invention oonsistszin the novel: features of construction and in the arrangement and combination of parts to be hereinafter described and particularly pointed out in the subjoinerl claimst In the drawings, Figure is a side elevation of a'portion ofalocomotive with parts the-reel broken away to better illustrate my invention and! the aetionthereof. Figh 2 is a transversesectiontaken on line2 =2,-Figv 13 Reference being had to the drawings by numerals; 3 designates a locomotive having throttle or other controlling valve 42 by fil'BIlIlS of-whiehthe steam from the boiler sfle'e'i'fication of Letters Patent.

Applieation filed $111? 9, 1915; Serial No. 38,838.

cylinders; whereby the driving wheels of the locomotive are caused to revolve.- This throttle valve may be controlled in any suitable manner, various means being now in 1188; have, however, shown the stem 5 of said" valve pivotally' connected to a bell crank lever 6, said lever being also pivotally connetted to'a' rod 7 which extends out into the cab 8' ofthe locomotive, the rod being passed through a stalling box 9 so as to prevent leakage of steam at the point where it projreet's from the boiler. The rear end of rod 9 is bifurcated, as at l0, and has pivotally secured thereto lever I 1-,.the pivotalpoint being preferably between the ends of said le- -ver.- One end of the lever ll 'is pivotally eonneeted to an arm or stud 12, while its other end has pivotalconnection with an actuatingrod 13, as at 14-. Rod 1 3 extends forwardly its front" end is pivotally connected to actuating lever 15 which in turn is pivotally connected at one of its ends; as at 16, to a gear segment 17. Lever 1a has a double-armed lock lever 1'8 pivota'lly secured thereto, said lock lever comprising twoarms 19, 20; lying substan tially parallel with lever 15 and being connected by a cross meniber 21 through which thepivot connecting said lock lever with said actuating lever is passed Said look lever has one end of a lock rod 22 secured thereto; the other end thereof being adapted for engagement with the teeth of the segment 17 so as to lock the actuating lever in the desired" position.

23' designates the pipes of an air brake system, said pipesbeing-connected to the usual air supply and having also connected thereto controlling valvefll arranged-with in the engine cab, said valve being, adapted for manual controlof the air bra kes which are adaptedto be pressed a gainst" the several wheels of the locomotive and those of the cars drawn" thereby.

25 represents the'track and adjacent said tnack at various points isarranged acontrolling, device 26, the latter being preferably arranged so -that part thereofmay be elevated lowered as desired, For this PllTFiDOSG it corhprisesa base member 27 and a top or ridermember 28, the latter being supported by said base member through the medium of-links-29 which are arranged parallel to each other and are inclined when said top or rider member iselevated. Said too on rider ,I-nember' has also pivot-ally secured thereto oneend of an angle lever 30,

the other end of which has an actuating'ro'd" 31 secured thereto, the angle lever being piv otally secured between its ends to the base, as at 32. The actuating rod'31 may be connected with a semaphore, or with switch mechanism in any suitable manner, and when a semaphore is set against a train proceeding, the connection will be such that the 'top or rider member of the controlling device is elevated; whereas, when thesemaphore is positioned to indicate a clear track ahead, the said top or rider member will be lowered. \Vhen used in connection with a switch, the connection between the actuat ing rod 31 and the switch mechanism will be such that when the switch is open the top or rider member will be elevated; whereas, when the switch is closed said top or rider member will be lowered. It is also to be understood that the controlling mechanism may be used independent of a switch so that separate actuation of the controlling mechanism will be required. It might be here stated that opposite ends of the top or rider member 28 of said controlling device are inclined, as at 33, and also that the controlling device may be made shorter or considerably longer than herein shown.

1n the air pipe 23 a valve 34 is arranged, said valve having a lever 35 by means of which it may be operated. To the outer end of said lever one end of a rod or link 36 is pivotally secured, said link being also pivotally secured at its other end to an actuating lever 37 pivotally secured to the locomotive between its ends, as at 38. The outer or free end of said lever 37 is bent downwardly and has a contacting roller 39 rotatably secured thereto, said roller being adapted to travel along the side of one of the rails of the track and being held suffis ciently elevated so that it will not come in contact with the roadbed. This lever preferably has its pivotal connection nearer the rod or link 36 than the roller 39, as a comparatively short movement of the valve lever 35 is required to control the brakes by means of the air.

Pivotally connected to the locomotive coincident with the pivot of the lever 37 is an angular lever 40, one end of said lever having a roller 41 rotatably mounted thereon which is also adapted to travel alongside one of the rails of the track out of contact with the roadbed. The opposite end of lever 40 has pivotally secured thereto a rack bar. 42 which is preferably ,vertically-disposed and suitably guided, as at 43, or otherwise. This rack bar is in mesh with a pinion'44 on a shaft 45 suitably journaled on the locomotive. A gear wheel 46 is also secured to said shaft and is in mesh with a horizontallydisposed gear rack 47 guided for lengthwise movement on the locomotive in any suitable manner; Gear rack 47 is also in mesh with 'apiinion 48 secured to a shaft 49, said shaft having a gear wheel 50 secured thereto which is in mesh with a vertically-disposed gear rack 51 at one end of a rod 52, said rod being suitably guided for, lengthwise movement and having a gear rack 53 at its upper end which is in mesh with a pinion 54. The latter is secured to a shaft 55 suitably journaled, and a gear wheel 56 is secured to said last-mentioned shaft and meshes with a horizontally-disposed gear rack 57 also suitably guided for lengthwise movement. The forward end of gear rack 57 is pivotally connected with the arm 19 of lock lever 18 by a link 58, the connection between said lock lever and gear rack 57 being such that the actuating lever 15 may be manipulated without in any manner causing actuation of the automaticcontrolling mechanism. This willat all times assure proper actuation of said actuating lever 15.

It is of course understood that the mechanism controlling the air brake system may may be used independently of the mechanism controlling the air-brake system.

.The operation of the device is as follows:

When the top or rider member of the controlling device 26 is elevated and the locomotive passes the same, the rollers 39 and 41 are caused to ride up the rear inclined end of said top or rider member and travel along said member. This causes the levers 37 and 40 to be actuated; lever 37 actuating the air valve 34 and causing the brakes to be set, while lever 40 causes the actuating lever 15 to be moved forwardly, which in turn closes the throttle valve 4 and shuts off the supply of steam to the locomotive cylinders.

By means of the several pinions, gear wheel and gear racks interposed between lever 40 and actuating lever 15, the comparatively short movement of said lever 40 is imparted to the actuating lever 15 with comparatively greater range of movement, which is found necessary to properly close the throttle valve. In this manner a slight elevation only of the top or rider member 28 is required, thus dispensing with unnecessary obstructions along the track. 1 It is of course 1' understood that when the top or rider member 28 is lowered, the rollers 39, 41 travel bar 57 is automatically actuated it will cause the lock rod 22 t0 become disengaged from the teeth of the gear segment 17 so that the actuating lever 15 is free to swing. The parts may be returned to normal position in any suitable manner. The Weight of the rollers 39, 41, may for this purpose be made sufficiently heavy to gravitate to normal position when passing over the inclined forward end of the controlling device 26; or this may be effected bymeans of suitable springs, as will be apparent to any one skilled in the art to which this invention appertains.

Having thus described my invention, what I claim is,

1. The combination with a locomotive having a throttle valve, a toothed segment, an actuating lever pivotally secured to said segment and mechanism interposed between said throttle valve and said actuating lever, said actuating lever having locking mechanism engaging the toothed segment to maintain said lever in adjusted position, of a controlling device arranged adjacent the track, a longitudinally-disposed rack bar lengthwise movable, a link connecting said bar with said locking mechanism, a contact device adapted to engage said controlling Copies of this patent may be obtained for five cents each, by addressing the device, and gear and rack connections be tween said contact device and said rack bar,

2. The combination with an actuating lever for controlling steam to the locomotive cylinders, of a horizontally-disposed rack bar connected to said actuating lever, a gear wheel engaging said rack bar, a pinion rotatable with said gear wheel, a verticallydisposed bar having a gear rack at its upper end engaging said pinion and having also a gear rack at its lower end, a gear wheel engaging said last-mentioned gear rack, a pinion rotatable with said last-mentioned gear wheel, a horizontally-disposed gear rack engaging said last-mentioned pinion, a gear wheel engaging said 1ast-mentioned gear rack, a pinion rotatable with said last-mentioned gear wheel, a verticallyi disposed gear rack engaging said last-mentioned pinion, and a lever pivotally connect- -ed between its ends and having pivotal connection at one end with said last-mentioned gear rack, said lever having a contact roller at its other end adapted to engage a controlling device arranged alongside the track.

In testimony whereof I afiix my signature.

DANIEL A. TRACY.

commissioner of .Eatents,

Washington, D, 0. 

